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Ducati 1199 Panigale
Supreme performance, superlative technology, magnetic
personality, enthralling design: on track or on road there's nothing to beat the
1199 Panigale.
Features
Innovative suspension
Thin Film Transistor instrumentation (TFT)
Monocoque technology The Panigale’s chassis represents Ducati’s innovative and courageous step forward in motorcycle design, merging multiple parts into one compact and lightweight component, while re-evaluating rider posture with a revised ergonomic triangle. Developed in the super-competitive racing environment, the extremely compact monocoque construction integrates the airbox to become one of the key elements in reducing the 1199’s overall dry weight to a benchmark 165kg* (363.7lb*) and 169kg ( 372.5lb) for the 899. Using the Superquadro engine as a stressed member of the chassis, the short and strong aluminium monocoque is die-cast in aluminium and attaches to the cylinder heads protruding forward to house the steering head bearings and forming the airbox. Continuing the concept of component minimisation, the airbox is capped-off and sealed by the underside of the 17 litre (4.5 US gallon) fuel tank, which is formed in steel on the 889 and aluminium on the 1199. While the cylinders remain true to Ducati’s signature 90° L-twin configuration, the Superquadro engine has effectively rotated the top-end backWards around the crankshaft to enable engineers to position the engine perfectly for optimum front/rear weight bias. With a front-end geometry of 24° of rake and 96mm (3.78in) of trail, the 899 Panigale is designed with a brand new, fully die-cast aluminium, double-sided swingarm, providing a wheelbase of 1,426mm (56.14in) and setting the weight distribution of the new model at 52% front and 48% rear. The 1199 Panigale uses a front-end geometry of 24.5° of rake and 100mm (3.94in) of trail and the fully die-cast aluminium, single-sided contributes to the wheelbase of 1,437mm (56.6in) and the same 52% front and 48% rear weight distribution. With the exhaust system located below the engine, the die-cast aluminium rear sub-frame – tubular steel on the 899 - attaches directly to the Superquadro engine, while the super lightweight, magnesium front sub-frame – aluminium on the 899 - attaches directly to the monocoque frame, providing secure support for the headlamp, instrumentation and fairing. This centralisation of mass around these high front and rear sub-frame areas substantially contributes to overall vehicle agility. *1199 Panigale R
The “Superquadro” power house
The crankcases, which are vacuum die-cast using Vacural® technology to ensure optimal weight saving, consistent wall thickness and increased strength, also incorporate the outer water-jacket of the “cylinder”, eliminating the jointing face that used to exist at the base of the cylinders. Instead, the Superquadro has separate nikasil-coated “wet-liners” inserted into the tops of the crankcase apertures. This design enables secure fixing of the cylinder head directly to the crankcase, improved sealing and enhanced heat dissipation from the thin cylinder-liners directly into the surrounding coolant. The primary-drive casing, clutch casing and outer cover, sump and cam covers are all cast in magnesium alloy on the 1199, ensuring a lightweight engine despite its increased strength as an integral part of the chassis. The crankcases use shell main bearings for the crankshaft, previously only used by Ducati on the Desmosedici RR engine. Removing the roller bearings enabled an increase in the diameter of the crank journals for enhanced rigidity and an increase in the crankcase section around the main bearing area for improved strength in line with the Superquadro’s power output. The 1199 Panigale R goes one step further with titanium con-rods, which save 0.63kg (1.38lb) and a, lightweight crankshaft flywheel, which saves a further 0.7kg (1.54lb). The shell bearings are force-fed oil from internal drillings within the main bearing pillars, which keeps the new crankshaft well lubricated and is quickly scavenged back into the sump with the introduction of a new Ducati feature, a highly efficient GP-style vacuum pump. The pump is driven by the main oil pump shaft and effectively maintains constant vacuum in the crankcase area below the pistons, reducing atmospheric resistance during the down-stroke of the piston and controlling the internal “breathing” of the engine. Extreme dimensions For the 1199 Superquadro, Ducati and Ducati Corse engineers increased engine speed and enhanced breathability with the incredible bore and stroke of 112mm x 60.8mm (4.40x2.39in) resulting in an output of 195hp @ 10,750rpm and 98.1 lb-ft (13.5kgm) @ 9,000rpm. The 1199 bore and stroke ratio of 1.84:1 effectively increased rpm with the ultra-short stroke of the crankshaft and increased the cylinder area, enabling the larger valve diameters of 46.8mm (1.71-1.84in) inlet and 38.2mm (1.35-1.5in) exhaust. The 889’s proportionally smaller bore and stroke of 100mm x 57.2mm (3.93in x 2.25in) uses the highly efficient steel valve diameters of 41.8mm (1.64in) inlet and 34mm (1.33in) exhaust. With such large inlet valves operating at higher rpm on the 1199, the intense inertial forces have been controlled by using titanium instead of steel, a solution only previously used on full “R” models. The valves are actuated by, 'super-finished' rocker arms for reduced friction and fatigue and then coated in polymeric-like carbon (PLC) - a process originally developed for the aerospace industry - and diamond-like carbon (DLC) on the new 889 and 1199 Panigale R. The race-derived 1199 Superquadro pistons have a distinctive double-ribbed undercrown to achieve high strength and reduced friction by using minimal piston wall surface area. Using technology developed by Ducati Corse, the design enables reliable operation of the 112mm diameter pistons when performing at high rpm.
On the end of each exhaust cam drive gear is a centrifugal flyweight which
retracts at speeds below tick-over to rotate a “protrusion” from the concentric
section of the cam, thus creating sufficient valve lift to act as a
de-compressor. This ingenious device enables the Superquadro engine to be
started easily without using a larger battery and starter motor, which has
further helped the reduction of overall vehicle weight. When the engine starts
and the camshafts begin to rotate at tick-over speed, the centrifugal flyweight
flicks out, retracting the “protrusion” back into the cam and allowing complete
valve closure for full compression. This innovative feature further underlines
the lengths to which designers and engineers have worked together in the
single-minded pursuit of weight-saving.
Engine Brake Control (EBC)
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Any corrections or more information on these motorcycles will be kindly appreciated. |